EP1178200A2

EP1178200A2 - Internal combustion engine shutdown

Info

Publication number: EP1178200A2
Application number: EP01306077A
Authority: EP
Inventors: James Michael Kerns; Imad Hassan Makki; Mazen Hammoud
Original assignee: Ford Global Technologies LLC
Current assignee: Ford Global Technologies LLC
Priority date: 2000-08-02
Filing date: 2001-07-13
Publication date: 2002-02-06
Anticipated expiration: 2021-07-13
Also published as: DE60118304D1; DE60118304T2; EP1178200A3; US6257194B1; EP1178200B1

Abstract

A shutdown method for an internal combustion engine containing deactivatable intake and exhaust valves is disclosed in which unburned fuel existing within the engine at the time of shutdown is managed to prevent its release into the atmosphere.

Description

The present invention relates generally to a method for shutting down an internal combustion engine, equipped with electronically deactivatable valves, in which fuel in the intake ports of the engine is managed so as to prevent its release into the atmosphere.
One mode by which vehicles may emit pollutants is during inactive periods in which fuel is vaporised and released from the vehicle into the atmosphere. The allowable levels of evaporative emissions is continually being decreased. As a consequence, vehicle manufacturers have developed and installed systems for managing fuel vapours evolving from fuel tanks. Also, measures are taken to reduce the amount of unburned fuel residing in the engine which could be released to the atmosphere during period when the vehicle is not operating.
The inventors of the present invention have recognised that engines equipped with valves which have the capability of being electronically deactivated present an opportunity for managing unburned fuel during an engine shutdown procedure not possible with conventional engines which have no provision for disabling the valves.
An object of the invention claimed herein is to provide a method for ceasing operation of an internal combustion engine which contains deactivatable intake and exhaust valves. Demand for cessation of engine operation is sensed and whether a fuel injector in the intake port of a cylinder of the engine has injected fuel since the prior combustion event of that cylinder is determined. If fuel has not been injected, a trapping intake event is performed and the intake and exhaust valves are deactivated in a closed position to trap fuel vapours within the cylinder. If fuel has been injected, a first intake event, a combustion event, an exhaust event, and a second intake event are performed followed by deactivation of the intake and exhaust valves.
An article of manufacture including a computer storage medium containing a computer program encoded for controlling operation of intake and exhaust valves of an internal combustion engine and spark plug firing includes code for determining a demand for cessation of engine operation and code for determining whether fuel has been injected into an intake port since a prior combustion event. The article also includes code for performing an intake event and ceasing operation of said intake and exhaust valves, in the event that no fuel has been injected since the prior combustion event, and code for performing a first intake event and a combustion event, in the event that fuel has been injected since the prior combustion event.
A system for controlling an internal combustion engine having a deactivatable intake valve, a deactivatable exhaust valve, and a spark plug in each cylinder, and an engine control unit for controlling cessation of engine operation includes a sensor for sensing demand for cessation of engine operation and means for determining whether a fuel injector in the intake port of the cylinder has injected fuel since the prior combustion in the cylinder. The system also includes means for performing a trapping intake event and deactivating said intake and exhaust valves, if fuel has not been injected since the prior combustion, and means for performing a first intake event and combustion, if fuel has been injected since the prior combustion.
Other objects, features, and advantages of the present invention will become apparent to the reader of this specification.
The invention will now be described further, by way of example, with reference to the accompanying drawings, in which:
FIG. 1 is a schematic showing the engine and the engine controller which manages the engine shutdown, to which an aspect of the present invention relates.
FIG. 2 is a flowchart of the method to which an aspect of the present invention relates.
In FIG. 1, an engine 10 is connected to an engine controller 12. The engine controller 12 receives input of demand for engine cessation 16 and from other sensors 14. A demand for engine cessation 16 may be initiated by the driver or operator of the vehicle and determined by sensors associated with the vehicle key and the position of the ignition switch. Alternatively, engine 10 could be part of a hybrid electric vehicle and the demand for engine cessation 16 could be made by an engine management system as a result of batteries or other storage device being full. Other sensors 14, as known by those skilled in the art, may be a throttle position sensor, a crank angle rotation sensor, and an intake manifold absolute pressure sensor, as examples. The engine controller 12 manages engine shutdown by controlling the spark plugs, the intake valves, the exhaust valves, and the throttle of engine 10.
In FIG. 2, when it has been determined that a request to cease engine operation has occurred, block 50, the throttle valve in the intake line of the engine is commanded to close, block 52. The purpose in closing the throttle valve is to decrease pressure in the intake port thereby aiding vaporisation of fuel within the intake port. If the engine is not equipped with a throttle valve, as may be the case for a fully camless engine with unlimited range in valve timings, step 52 is omitted. Alternatively for a camless engine, late intake valve opening may be used to promote the maximum velocity of the fresh charge through the intake valves to promote vaporisation.
Referring again to FIG. 2, in block 60, it is determined whether a fuel injection event has occurred within the port since the most recent combustion event. Herein, the fuel injection event timing is taken at the end of the injection duration and the combustion event is taken at its initiation, that is, time of spark plug firing. The check in block 60 is performed for each cylinder in the engine. If a fuel injection has not occurred since the last firing, fuel remaining in the intake port must be managed. Control passes to block 56 in which an intake process occurs, that is, the intake valve is opened and closed during a time of downward piston travel. During the intake event, the fuel remaining in the intake port is drawn into the cylinder. Control passes to block 58 in which the intake and exhaust valves are disabled or deactivated. Thereby, the fuel inducted into the engine during step 56 is trapped within the cylinder.
If fuel has been injected since the most recent combustion event, i.e., a positive outcome of the check in block 60, control passes to block 62 in which an intake event is performed. The injected fuel is inducted into the cylinder along with fresh air during the intake stroke. The intake valve events, intake valve opening, IVO, and intake valve closing, IVC, are selected so that the quantity of air inducted is in proportion to the fuel inducted to give the desired lambda, the relative air-fuel ratio. In block 64, the fuel and air are combusted within the cylinder. The spark timing is advanced or retarded from MBT (minimum spark advance for best torque) so as to reduce the amount of torque produced with the combustion event. The goal is to cease rotation of the engine quickly. Torque production is not the desired outcome; the purpose of the combustion event, instead, is to destroy the fuel so that it is not available to be released later. Either retarding or advancing the spark timing from MBT reduces torque produced by the combustion event. The advantage of advancing the combustion event is that there is more time available prior to the exhaust stroke to completely burn the inducted fuel and air. It may be found, though, that conventional engine controllers do not have sufficient range to advance the combustion event sufficiently, in which case spark retard may be preferred. Control passes to block 66 in which an exhaust event occurs. It may be found preferable to cause the exhaust valve opening, EVO, to be advanced from its prior EVO. By advancing EVO, the amount of expansion work done on the piston is lessened. Advancement of EVO is another measure by which the amount of torque produced by the engine during shutdown is reduced. Following exhaust, block 66, a second intake event is performed in block 68, purpose of which is to induct fuel remaining in the intake port. Following the intake of block 68, the intake and exhaust valves are disabled in block 70 to trap the gases within the cylinder.
The invention described herein applies to camshaft actuated intake and exhaust valves equipped with electronic valve deactivators, electro-mechanically or electrohydraulically actuated valves with unlimited adjustability in timing, and combinations thereof. The ability of the engine to alter IVO, IVC, or EVO, as discussed above, is constrained, however, by the adjustability inherent in the system.

Claims

A method for ceasing operation of an internal combustion engine, in which deactivatable intake and exhaust valves are disposed, comprising the steps of:

sensing demand for cessation of engine operation; and

determining whether a fuel injector disposed in an intake port of a cylinder disposed in said engine has injected fuel since an immediate prior combustion event in said cylinder; comprising the further steps of:

if fuel has not been injected since said immediate prior combustion event, performing a trapping intake event and deactivating said intake and exhaust valves;

if fuel has been injected since said immediate prior combustion event, performing a first intake event and a combustion event.
The method according to claim 1, further comprising the step of closing a throttle valve disposed in said engine's intake system, immediately following said step of sensing demand for cessation of engine operation.
The method according to claim 1, further comprising the step of firing a spark plug disposed in said cylinder with a spark timing advanced from a predetermined spark timing to initiate said combustion event.
The method according to claim 1, further comprising the step of firing a spark plug disposed in said cylinder with a spark timing retarded from a predetermined spark timing to initiate said combustion event.
The method according to claim 1, further comprising the step of performing an exhaust event following said combustion event.
The method according to claim 5, further comprising the step of performing a second intake event following said exhaust event.
The method according to claim 5, wherein:

said exhaust valve comprises an adjustable valve closing, and;

said method comprises the step of closing said exhaust valve advanced from a valve closing of an immediate prior exhaust event.
The method according to claim 6, further comprising the step of deactivating said intake and exhaust valves in a closed valve position to trap fuel vapours within said cylinder.
The method according to claim 1, wherein said deactivating of said intake and exhaust valves causes said intake and exhaust valves to assume a closed valve position to trap fuel vapours within said cylinder.
The method according to claim 1, wherein:

said intake valve comprises an adjustable valve closing; and

said method comprises the step of opening said valve retarded from a valve opening of an immediate prior intake event.
An article of manufacture comprising:

a computer storage medium having a computer program encoded therein for controlling operation of intake and exhaust valves disposed in an internal combustion engine and spark plug firing during cessation of engine operation, said intake and exhaust valves being deactivatable and said spark plug disposed in a cylinder of said engine, said computer storage medium comprising:

code for determining a demand for cessation of engine operation;

code for determining whether fuel has been injected into an intake port disposed proximately to said cylinder since an immediate prior combustion event within said cylinder;

code for performing an intake event and ceasing operation of said intake and exhaust valves, in the event that no fuel has been injected since said immediate prior combustion event; and

code for performing a first intake event and a combustion event in the event that fuel has been injected since said immediate prior combustion event.